Locomotive



March 29, 1927, 1,622,917 I W J. M CARROLL LOCOMOTIVE Filed Sept. 14. 1925 4 Sheets-Sheet 1 I ZZ Z65 (5% March 29,1927. 1,622,917

W. M CARROLL LOCOMOTIVE Filed Sept. 14. 1925 4 Sheets-Sheet 5 Patented Mar. 29, 1927.

UNITED STATES PATENT OFFICE.

WILLIAM J. MGCARROLL, OF MELROSE PARK, FENNSYLVANIA, ASSIGNOR TO THE BALDWIN LOCOMOTIVE WORKS, 013 PHILADELPHIA, PENNSYLVANIA, A CORPORA- TION OF PENNSYLVANIA.

LOCOMOTIVE.

Application filed September My invention relates to certain improvements in locomotives of the type having two cylinders on each side, one cylinder being at the forward end of the locomotive and the other cylinder being at a point intermediate the ends thereof.

One object of my invention is to provide a locomotive of the above type with steam ducts and control mechanism for the passage of steam therethrough, whereby each engine can be caused to operate as a single expansion power unit, or they may be combined to function as a compound power unit, one transversely disposed pair of engines acting in a high pressure capacity and the second pair of engines acting in a low pressure capacity, receiving their supply of steam from the exhaust of the first or high pressure pair of engines.

Another object of my invention is to provide a locomotive of the above type with a single rigidly constructed main frame to which the cylinders of the several engines are rigidly secured in their respective positions.

Disposed between the cylinders of each transversely disposed pair of engines is a supporting saddle for the locomotive boiler. The supporting saddle underlying the smoke-box-is rigidly secured to that portion of the boiler, to the main frame and to the adjacent engine cylinders. The supporting saddle underlying the intermediate portion of the boiler is rigidly secured to the main frame and to the adjacent engine cylinders but is not attached to the locomotive boiler.

This construction permits the locomotiveboiler to freely expand and contract.

By the above construction, I eliminate all the flexible joints in the locomotive frame and all the ball joints in the steam ducts hitherto necessary for permitting a locomotive of this general type to successfully round the curves and traverse the crossovers of the average railway. Such precautions are now unnecessary due to the adoption of increased radii of the curves, by modern railroads.

Another object of the invention is to provide an improved form of transfer or intercepting valve between the different transversely disposed pairs of engines which 14, 1925. Serial No. 56,310.

will permit the steam to pass through the steam ducts in a direct and unobstructed flow, thereby increasing the eficiency of the engines by reducing the back pressure in the engine cylinders to a minimum.

Fig. 1 is a side elevation of sufficient of a locomotive to illustrate my invention;

2 is a view similar to Fig. 1, showing a simplified form of my invention;

Fig. 3 is a transverse sectional elevation taken on the line 33, Fig. 1;

Fig. l is a transverse sectional elevation taken on the line l4, Fig. 1;

Fig. 5 is a longitudinal sectional elevation of the transfer or intercepting valve illustrated in Fig. 1; and

Fig. 6 is a transverse sectional elevation taken on the line 66, Fig. 5.

Referring to the drawings, 1, 1, are the main side frames of a locomotive suitably spaced apart by, and rigidly secured at theirforward ends to the lower portion 2 of a boiler supporting saddle 3, Fig. 3. The lower portion 4 of a second boiler supporting saddle 5, Fig. 1-, is rigidly secured to the side frames 1, 1, intermediate the ends thereof. Transversely extending spacers 1, Fig. 4:, may also be employed throughout the length of the side frames 1, 1 for the purpose of stiffening the frame. By the above construction, I provide a rigid frame which extends substantially under the full length of the locomotive boiler 6.

Upon reference to Fig. 3, it will be noted that the boiler 6 is rigidly secured to the supporting saddle 3 by bolts 7, or other equivalent securing means; and upon reference to Fig. 4, it will likewise be noted that no securing means exists between the supporting saddle 5 and the boiler 6. The above construction supports the weight of the boiler 6 and permits expansion and contraction of the boiler with respect to the frame 1. Any form of Wear plate may be provided between the boiler and the sad dle 5.

Rigidly secured to the forward end of the frames 1, 1 and to the lower portion 2 of the supporting saddle 3, .and at either side of the locomotive, is an engine cylinder 8. Each engine 8 is designed to rotate a pair of driving wheels 9, 9. The driving wheels 9, 9 are secured to opposite ends of axles 10, 10 adjacent the side frames 1, 1 in the usual manner. It will be understood that the axles 10, 10 are suitably journaled in the frames 1, 1, for supporting a portion of the weight of the locomotive.

Rigidly secured to the supporting saddle and the frames 1, 1, one at either side of the locomotive (Fig. ft), is a second pair of engine cylinders 11, 11 designed to rotate driving wheels 12, 12 secured to axles 13, 13 and operable in the manner above described in connection with the cylinders 8, 8. Ehus I provide two pairs of engines, the engines of each pair being of equal power and being co-operatively associated.

Steam is admitted to the valve chamber of the engines 8, 8 through a supply duct 15 and to the engines 11, 11 through main supply ducts 16, 16. Steam is admitted to the supply duct 15 from one of the main supply duets 16 through a pipe 17 under control of a valve 18.

Exhaust from the engines 8, 8 passes directly through the exhaust nozzle 19 in the smoke-box of the locomotive boiler. EX- haust from the engines 11 passes therefrom through a duct 20, a transfer or intercepting valve 21 and a nozzle duct or bypass 22 to a port in the rear of the exhaust nozzle 19 and thence through said nozzle to the atmosphere.

The valves 18 and 21 are controlled by z e er in the cab of the locomotive, which n the present instance, though not necesis the reverse lever of the locomotive. transfer or intercepting valve 21 (liigs. 5 and comprises a body portion 25, having a transversely extending cylindrical bore 26 into which three ports 27, 28 and 23) open. The port 2'? communicates with the admission duct 15 of the engines 8, 8, the port 28 communicates with the exhaust due" of the engines 11, 11, and the port 29 communicates with the nozzle duct 22.

An oscillating shutter 30 comprising circular end plates 31, 31 and a segmental face plate 32, which integrally connects the end plates 31, 31, is rotatably mounted in the cylindrical bore 26 of the transfer valve 21. l lxtending radially inward from the segmental face plate 32 is a boss 33 which extends from end to end of the shutter 30 and is integral with the face plate 32 and the end plates 31, 31. The boss 33 is provided with a radially disposed cavity 8 1 for the accon'nnodation of a wing projection 35 integral with a stem 36 which passes through the shutter 30 and is journalled in a head 37 at either end of the cylindrical bore 26 of the valve body 25. Stu-[ling boxes 3 38 are JIOVlClGCl in the heads 37 37 around the stem 36 in the usual manner.

Each of the end plates 31, 31 1S provided with an annular groove 39 in which is disposed packing ring 40, and the face plate 32 is provided, adjacent and parallel to each of its longitudinal edges, with grooves 4:1 for the accommodation of packing bars The end plates 31, 31 of the shutter 30 are slightly less in diameter than the bore 26 of the valve to permit of easy oscillation of the shutter, the rings 40, 40, however, forming a steam-tight connection between the two elements. To insure a steam-tight connection between the segmental face plate 82 and said bore, in addition to that pro vided by the packing bars all, 11 which are spring pressed, a coiled spring 4:3 is pro vided between the shutter 30 and the stem 36, the wing projection 35 of said stem being counter-bored as at let for the accommodation of the spring 43. An adjusting screw 15 and lock-nut 16 are provided as shown in 5 for maintaining any desired amount of pressure between the shutter 30 and the bore 26.

A narrow wel') i? is provided across the mouth of the openings 27 and 29, con centric-ally disposed with respect to the shutter 30 for preventing dis zphu'enient of the packing bars 42 when the shutter is oscillated.

The stem 36 has secured to one of its ends a lever which is connected, in the present instance, by a. link 51 to a piston rod 52, whose opposite end is secured in a piston .33 operable in a cylinder 54. lnotivo liuid is supplied to one end of the cylii'ider 534- through a pipe under control of a valve 56. 'lhe valve 56 is controlled from the revorse lever 23 of the locomotive through a rod 57 and links shown in Fig. The links 58. 538 are provided with slots 59 into which project pins (30, ($0 projecting from the lever 23, one at either side of the pivot 61 of said lever.

'lhe rotor of the valve 18 is provided with a lever 62, the outer end of which is connected by a link (33 with the lever 50 of the valve 21 for providing co-opcrative action between the two valves.

The above valve control mechanism may be modified in many ways without departing from the essential features of the in vention. The two valves 18 and 21 may be under separate controls and independent of the reverse lever, if desired.

in operation, when the engineman moves Hll) lllS

llO

the reverse lever 23 either to the forward or consequent movement of the piston 53 therein against the action of a spring 6 1 in the opposite end of the cylinder (Fig. 5).

Movement of the piston 53 causes a movement of the shutter 30 wherein the segmental face plate 32 covers the port 27 of the trans fer valve 21, as shown in Fig. 5. vVhen the shutter 30 is operated as above noted the valve 18 is ope ated to permit passage of steam to the supply duct 15 of the engines 8, 8, the engines 11, 11 being set to receive their steam supply from the main ducts 16, 1.6. Upon opening of the throttle (not shown), steam is admitted to the various engine cylinders and the locomotive started. E haust from the engines 8, 8 passes directly out the nozzle 19 while exhaust from the engines 11 11 passes through the duct 20, intercepting valve 21, and nozzle duct or bypass 22 to and through the nozzle 19. Under the above stated conditions the engine of each pair of engines 8, 8 and 11, 11 is operating as a separate single expansion power unit.

As the engine gains speed, the lap and lead of the engine valves is reduced by movement of the lever 23 and when the desired running speed is attained the lap and lead is reduced to a running minimum. hen the running minimum is reached, the valve 56 is auto matically closed, cutting off the motive fluid supply from the cylinder 54. Under the influence of the spring 64, the piston 53 is gradually moved to the opposite end of the cylinder 54, the trapped fluid therein escaping through a restricted opening in the piston 53 and out the drain pipe 66. A second drain pipe 67 may be under control of a valve (not shown) for the purpose of effooting a quick return of the piston should such be desirable.

The above stated reverse movement of the piston 53 causes a partial rotative movement of the shutter 30 from the position shown in Fig. 5 wherein the port 27 is closed, to a position wherein the port 29 is closed and the port 27 opened, at which time, the valve 18 is operated to cut off the live steam supply from the duct 15, and the exhaust from the engines 11, 11, through the ducts 20 and 22, is diverted from the port 29 to the port 27 and duct 15 to the engines 8, 8. The exhaust from the engines 8, 8 passes through the n0zzle 19 in the usual manner.

The above stated operation of the valves 18 and 21 converts the method of operation from the single expansion to the compound under which the locomotive is thereafter operated until a step has been made or a steep grade encountered which necessitates an increase in the lap and lead of the engine valves, with a consequent automatic return to the single expansion method of operation above described, as in starting.

In Fig. 2, I have eliminated the transfer or intercepting valve and have shown my rigid frame and cylinder construction adapted to a purely single expansion multiple cylinder type locomotive, the said frame construction being identical with that disclosed hereinbefore.

I claim:

1. In a locomotive, a single rigidly constructed frame; two transversely disposed pairs of engine cylinders spaced apart and rigidly secured to said frame; a boiler sup porting saddle rigidly secured to and intermediate of the cylinders of each transversely disposed pair; a boiler rigidly secured to one of said saddles and movably supported on the other of said saddles; rigidly constructed live steam ducts connecting said boiler and said cylinders; and a rigidly constructed exhaust steam duct connecting the pairs of transversely disposed cylinders.

2. In a locomotive, a single rigidly con structed frame; two pairs of engine cylinders spaced apart and rigidly secured to said frame; boiler supporting saddles rigidly secured to said frame; a boiler rigidly secured to one of said saddles and movably supported by the other of said saddles; rigidly constructed live steam ducts connecting said boilor and said pairs of cylinders, rigidly con structed exhaust steam duets connecting said pairs of cylinders with the smoke-box section of said boiler; and a transfer valve interconnecting the exhaust steam duct of one pair of en ine cylinders with the live steam duct of the other of said pairs of engine cylinders.

WILLIAM J. MoCARROLL. 

